Sub-network load management for use in recharging vehicles equipped with electrically powered propulsion systems

ABSTRACT

The E-Grid Sub-Network Load Manager operates to regulate the demands presented by the vehicles to the associated Sub-Network thereby to spread the load presented to the service disconnect over time to enable the controllable charging of a large number of vehicles. The load management can be implemented by a number of methodologies, including: queuing requests and serving each request in sequence until satisfaction; queuing requests and cycling through the requests, partially serving each request, then proceeding to the next until the cyclic partial charging service has satisfied all requests; ordering requests pursuant to a percentage of recharge required measurement; ordering requests on an estimated connection time metric; ordering requests on a predetermined level of service basis; and the like. It is evident that a number of these methods can be concurrently employed thereby to serve all of the vehicles in the most efficient manner that can be determined.

CROSS-REFERENCE TO RELATED APPLICATIONS

This Application is a continuation-in-part of U.S. application Ser. No.12/329,349 tided “Self-Identifying Power Source For Use In RechargingVehicles Equipped With Electrically Powered Propulsion Systems” filed 5Dec. 2008 now abandoned, and U.S. application Ser. No. 12/329,368 titled“System For On-Board Metering Of Recharging Energy Consumption InVehicles Equipped With Electrically Powered Propulsion Systems” filed 5Dec. 2008 now abandoned, and U.S. application Ser. No. 12/329,389 titled“Network For Authentication, Authorization, And Accounting Of RechargingProcesses For Vehicles Equipped With Electrically Powered PropulsionSystems” filed 5 Dec. 2008 now abandoned. In addition, this Applicationis related to a US Application titled “Intra-Vehicle Charging System ForUse In Recharging Vehicles Equipped With Electrically Powered PropulsionSystems”, US Application titled “Dynamic Load Management For Use InRecharging Vehicles Equipped With Electrically Powered PropulsionSystems”, and US Application titled “Centralized Load Management For UseIn Recharging Vehicles Equipped With Electrically Powered PropulsionSystems”, all filed on the same date as the present application andincorporating the disclosures of each herein.

FIELD OF THE INVENTION

This invention relates to a system for delivering power via a pluralityof sub-networks for use in recharging vehicles equipped withelectrically powered propulsion systems, where the Electric Gridinterconnect used in each sub-network provides a unique power sourceidentification to the vehicle for energy consumption billing purposes.

BACKGROUND OF THE INVENTION

It is a problem in the field of recharging systems for vehicles equippedwith electrically powered propulsion systems to bill the vehicleoperator for the energy consumption where the Electric Grid is used asthe source of power to charge the vehicular battery banks. Presently,each outlet that is served by a local utility company is connected tothe Electric Grid by an electric meter which measures the energyconsumption of the loads that are connected to the outlet. The utilitycompany bills the owner of the premises at which the outlet is installedfor the total energy consumption for a predetermined time interval,typically monthly. Recharging a vehicle which is equipped with anelectrically powered propulsion system results in the premises ownererrantly being billed for the recharging and the vehicle owner not beingbilled at all. An exception to this scenario is where the premises owneris paid a flat fee by the vehicle owner for the use of the outlet torecharge the vehicular battery banks.

Electric transportation modes typically take the form of either a purebattery solution, where the battery powers an electric propulsionsystem, or a hybrid solution, where a fossil fuel powered enginesupplements the vehicle's battery bank to either charge the electricpropulsion system or directly drive the vehicle. Presently, there is noelectricity refueling paradigm, where a vehicle can plug into the“Electric Grid” while parked at a given destination and then rechargewith sufficient energy stored in the vehicular battery banks to make thetrip home or to the next destination. More to the point, the present“grid paradigm” is always “grid-centric”; that is, the measurement andbilling for the sourced electricity is always done on the grid's supplyside by the utility itself. One example of a system that represents thisphilosophy is the municipal parking meter apparatus where an electricmeter and credit card reader is installed at every parking meter along acity's streets to directly bill vehicle owners for recharging theirvehicular battery banks. Not only is this system very expensive toimplement, but it remains highly centralized and is certainly notubiquitous. This example solution and other analogous grid-centricsolutions are not possible without an incredible capital expenditure fornew infrastructure and an extensive build time to provide widespreadrecharging capability.

Thus, the problems with centralized vehicular charging are:

-   -   infrastructure cost,    -   lack of ubiquity in the infrastructure's extent,    -   extensive time to deploy a nationwide system,    -   can't manage/control access to electricity without a per outlet        meter,    -   no ubiquity of billing for downloaded electricity,    -   no method to assure a given utility is properly paid,    -   no method to provide revenue sharing business models,    -   no methods to manage and prevent fraud,    -   incapable of instantaneous load management during peak loads,    -   incapable of load management on a block by block, sector by        sector load, or city-wide basis, and    -   incapable of billing the energy “downloaded” to a given vehicle,        where a given vehicle is random in its extent, and where the        vehicle is plugged into the grid is also random in its extent.

What is needed is a solution that can be deployed today, that doesn'trequire a whole new infrastructure to be constructed, is ubiquitous inits extent, and that uses modern communications solutions to manage andoversee the next generation electric vehicle charging grid.

The above-noted patent applications (U.S. application Ser. No.12/329,349 titled “Self-Identifying Power Source For Use In RechargingVehicles Equipped With Electrically Powered Propulsion Systems” filed 5Dec. 2008, and U.S. application Ser. No. 12/329,368 titled “System ForOn-Board Metering Of Recharging Energy Consumption In Vehicles EquippedWith Electrically Powered Propulsion Systems” filed 5 Dec. 2008, andU.S. application Ser. No. 12/329,389 titled “Network For Authentication,Authorization, And Accounting Of Recharging Processes For VehiclesEquipped With Electrically Powered Propulsion Systems” filed 5 Dec.2008) collectively describe an E-Grid concept for use in providing powerto vehicles which include a propulsion system powered, at least in part,by electric power, at least some of which is stored onboard the vehiclein an electric power storage apparatus.

A key element of the conceptual “Charging-Grid” solution presentedherein is not unlike the problem faced by early cellular telephoneoperators and subscribers. When a cellular subscriber “roamed” out oftheir home “network”, they couldn't make phone calls, or making phonecalls was either extremely cumbersome or expensive or both. The presentE-Grid Sub-Network Load Manager is a part of an “E-Grid” billingstructure, which includes full AAA functionality—Authentication,Authorization, and Accounting. For the early historical cellularparadigm, the cellular architecture used a centralized billingorganization that managed the “roaming” cellular customer. In a likefashion, the E-Grid proposed herein has a centralized billing structurethat manages the “roaming” vehicle as it “self-charges” at virtually anypower source/electric outlet in a seamless yet ubiquitous manneranywhere a given utility is connected to the “E-Grid architecture”.

A second component of the E-Grid is to place the “electric meter” in thevehicle itself to eliminate the need to modify the Electric Grid. TheSelf-Identifying Power Source provides the vehicle's electric meter witha unique identification of the power source to enable the vehicle toreport both the vehicle's energy consumption and the point at which theenergy consumption occurred to the utility company via the ubiquitouscommunications network.

An advantage of this architecture is that the vehicle is incommunication with the utility company, which can implement highlydynamic load management, where any number of vehicles can be“disconnected” and “re-connected” to the Electric Grid to easily managepeak load problems for geographic areas as small as a city block or aslarge as an entire city or even a regional area.

The innovative “E-Grid” architecture enables a vehicle to plug inanywhere, “self-charge”, and be billed in a seamless fashion, regardlessof the utility, regardless of the vehicle, regardless of the location,regardless of the time. The utility for that given downloaded chargereceives credit for the electricity “downloaded” across their network,whether that customer is a “home” customer or a “roaming” customer. The“owner” of the electrical outlet receives credit for the power consumedfrom their “electrical outlet”. In addition, if a given customer has notpaid their E-Grid bill, the system can directly manage access to thegrid to include rejecting the ability to charge or only allowing acertain charge level to enable someone to get home. The E-Gridarchitecture can have account managed billing, pre-paid billing, andpost-paid billing paradigms. The billing is across any number ofelectric utility grids, and the E-Grid architecture is completelyagnostic to how many utility suppliers there are or where they arelocated. So too, the E-grid architecture is agnostic to the charginglocation, where said charging location does not require a meter and doesnot require telecommunications capability.

The compelling societal benefit of the novel E-Grid architecture is thatit is possible to deploy it today, without a major change in currentinfrastructure or requiring adding new infrastructure. Virtually everyelectrical outlet, no matter where it may be located, can be used tocharge a vehicle, with the bill for that charge going directly to thegiven consumer, with the owner of the electrical outlet getting acorresponding credit, with the payment for electricity going directly tothe utility that provided the energy—all in a seamless fashion.

One problem faced by the E-Grid is that typically a number of vehiclesarrive at a destination in close temporal proximity, connect to thepower sources served by a service disconnect, and concurrently requestservice. Once their batteries are charged, there is no load placed onthe service disconnect until these vehicles depart and other vehiclesarrive to be recharged. Given this high demand scenario, a singleservice disconnect can serve only a limited number of vehicles at a timeif they concurrently demand the delivery of power. This is a peak loadissue, where the existing service disconnect is unable to manage aplurality of concurrently received requests for service and, therefore,is limited in the number of vehicles that can be served.

BRIEF SUMMARY OF THE INVENTION

The above-described problems are solved and a technical advance achievedby the present Sub-Network Load Management For Use In RechargingVehicles Equipped With Electrically Powered Propulsion Systems (termed“E-Grid Sub-Network Load Manager” herein) which manages a plurality ofpower sources to which the vehicles are connected to manage delivery ofthe power consumed by the recharging of the vehicular battery banks.

The E-Grid typically is implemented via the use of a plurality ofutility interfaces, each of which includes an electric meter which isinstalled at a utility customer's facilities and an associated servicedisconnect. The term “service disconnect” as used herein can be a mainservice disconnect which serves a plurality of Self-Identifying PowerSources as described herein, or a main service disconnect which serves aplurality of circuit breakers, each of which serves a plurality of theSelf-Identifying Power Sources. The present E-Grid Sub-Network LoadManager is applicable to both architectures and is used to regulate thedemand for power as concurrently presented by a plurality of vehicleswhich are connected to a Sub-Network of the E-Grid, where thesub-network can be either the plurality of Self-Identifying PowerSources served by the single service disconnect noted above or eachsub-set comprising the plurality of Self-Identifying Power Sourcesserved by each of the circuit breakers connected to a single servicedisconnect. In the multiple circuit breaker architecture, the E-GridSub-Network Load Manager can operate on a hierarchical basis, regulatingnot only the loads presented to each circuit breaker, but also to theservice disconnect, since it is standard practice in electricalinstallations to have the sum of the current handling capacities of thecircuit breakers exceed the current handling capacity of the associatedservice disconnect.

Thus, the E-Grid Sub-Network Load Manager operates to regulate thedemands presented by the vehicles to the associated Sub-Network therebyto spread the load presented to the service disconnect over time toenable the controllable charging of a large number of vehicles. The loadmanagement can be implemented by a number of methodologies, including:queuing the requests and serving each request in sequence untilsatisfaction, queuing the requests and cycling through the requests,partially serving each one, then proceeding to the next until the cyclicpartial charging service has satisfied all of the requests, ordering therequests pursuant to a percentage of recharge required measurement,ordering the requests on an estimated connection time metric, orderingthe requests on a predetermined level of service basis, and the like. Itis evident that a number of these methods can be concurrently employedthereby to serve all of the vehicles in the most efficient manner thatcan be determined.

The implementation of the E-Grid Sub-Network Load Manager can includeintelligent Self-Identifying Power Sources which can be controlled todeliver power on a basis determined by the E-Grid Sub-Network LoadManager and/or the use of intelligent Self-Metering Vehicles which canbe controlled to request power on a basis determined by the E-GridSub-Network Load Manager or combinations of both. In addition, theavailability of information from the Self-Metering Vehicles relating topower required to recharge, recharge current handling capacity,estimated time of connection, and class of service for which the vehicleowner has contracted all enhance the operation of the E-Grid Sub-NetworkLoad Manager.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates, in block diagram form, the E-Grid networkarchitecture, including interconnected communication networks with aunified authentication, authorization, and accounting structure;

FIG. 2 illustrates, in block diagram form, a more detailed embodiment ofthe E-Grid network architecture shown in FIG. 1 which discloses multipleutility companies;

FIG. 3 illustrates, in flow diagram form, the operation of the billingsystem for the E-Grid system;

FIG. 4 illustrates, in block diagram form, the Charging, Control, andCommunicator (CCC) module installed in a vehicle;

FIG. 5 illustrates, in block diagram form, a detailed block diagram ofthe CCC module;

FIG. 6 illustrates an embodiment of the Self-Identifying Power Sourcefor use in the E-Grid system;

FIG. 7 illustrates, in block diagram form, the communicationsinterconnections in use in the E-Grid network;

FIG. 8 illustrates, in block diagram form, the architecture of a typicalE-Grid application of the E-Grid Sub-Network Load Manager, where anelectric utility meter and its associated main service disconnect servea plurality of circuit breakers, each of which serves a plurality of theSelf-Identifying Power Sources;

FIGS. 9A and 9B illustrate, in flow diagram form, the operation of thepresent E-Grid Sub-Network Load Manager; and

FIG. 10 illustrates, in flow diagram form, operation of a typicalintra-vehicle power exchange management process.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 illustrates, in block diagram form, the E-Grid networkarchitecture, including interconnected communications networks with aunified authentication, authorization, and accounting structure; whileFIG. 2 illustrates, in block diagram form, a more detailed embodiment ofthe E-Grid network architecture shown in FIG. 1. In the followingdescription, the term “Vehicle” is used, and this term represents anymechanism which includes a propulsion system powered, at least in part,by electric power, at least some of which is stored onboard the vehiclein an electric power storage apparatus, as well as any electric powerconsuming loads incorporated into, transported by, or associated withany type of vehicle, whether or not these types of vehicles areelectrically powered.

Traditional Electric Grid

Electric Grid 160 shown in FIG. 1 represents the source of electricpower, as provided by multiple utility companies which serve a widegeographic area. For the purpose of illustration, the presentdescription focuses on a single utility company 155 which serves aparticular geographic area (service area) and provides electric power toa multitude of customers via a utility interface 114 which typicallycomprises an electric meter which is installed at the customer'sfacilities 116 and an associated service disconnect. Nothing hereinlimits the physical elements contained within utility interface 114 toinclude that an electric meter may not be a part of utility interface114 in certain applications.

The electric meter in utility interface 114 serves to measure the energyconsumption by the various outlet connected loads, such as Vehicles 101,102 and fixed loads (not shown) which are connected to the customer'selectric meter via a customer's service disconnect (circuit breakerpanel), which is part of the utility interface 114 for the purpose ofthis description. These elements represent the existing electric powerdelivery infrastructure. The arrow shown at the bottom of FIG. 1highlights the fact that the connection to Electric Grid 160 isbidirectional in that electric power traditionally flows from theElectric Grid 160 to the utility interface 114 and thence to thecustomer's loads—Vehicles 101, 102—but also can flow in the reversedirection, from the vehicular battery banks of Vehicles 101, 102,through the utility interface 114 to the Electric Grid 160; and theseconductors also can carry Power Line Carrier (PLC) communications, suchas data which identifies electrical outlet 111, via plug 171 to Vehicle101. The PLC communication network could also be used as an alternatecommunication pathway to the Utility Service Center 100 forAuthentication, Authorization, and Accounting functionality.

Utility Service Center

Communication Network 150 is the preferred communication medium whichenables the Vehicles 101, 102 to communicate with Utility Service Center100 to implement the Vehicle registration and billing processes ofControl Processor 140 via Grid Home Location Register (GHLR) 120 andGrid Visitor Location Register (GVLR) 130. The Communication Network 150comprises any technology: cellular, WiFi, wired Public SwitchedTelephone Network (PSTN), Internet, etc. The Grid Home Location Register120 and Grid Visitor Location Register 130 are further connected to theAuthentication, Authorization, and Accounting System 110 (AAA System110). The communication mode for the Vehicles 101, 102 can be wireless,wired (such as via Communication Network 150), or via the Electric Grid160 using Power Line Carrier communication as previously mentioned. Forthe purpose of illustration, a wireless link to the CommunicationNetwork 150 is used in this embodiment, although the other modes can beused.

The Vehicles 101, 102 first communicate with Communication Network 150in well-known fashion to link to Utility Service Center 100 where theControl Processor 140 accesses the Location Registers 120 and 130. Thesedevices contain the user profile for the account holder, including theidentification of the home utility company, billing account, and maximumauthorized credit, where the user is authorized to charge,identification of any value added services that the user subscribes to,and the like. When registering with the Utility Service Center 100, theVehicles 101, 102 first seek to register with the Grid Home LocationRegister 120 if in their home territory (i.e., within the territoryserved by their residence's electric utility provider). If Vehicle 101is traveling outside of its home territory, it would first register withthe serving utility's Grid Visitor Location Register 130 which wouldthen communicate with the user's Grid Home Location Register 120 toconfirm that the user is a “real” customer, and all of the data storedin the Grid Home Location Register 120 about a particular customer iscopied to the Grid Visitor Location Register 130 while the Vehicle 101is in the “roaming” territory. Communications via network 1 (typicallyvia wireless means) would let the Vehicles 101, 102 know whether theyare in the home territory or whether they are roaming (not unlike howcellular phone networks operate today). After successful registration,the AAA System 110 begins to manage the charging transaction.

At AAA System 110, a number of essential functions occur. All Vehiclesseeking to receive electrical power from Electric Grid 160 to charge thevehicular battery banks (also termed “electric energy storageapparatus”) are first authenticated, then authorized, and billed for theenergy consumed via the charging process. The term “Authentication”means that a device is valid and permitted to access the Electric Grid160 (the authorization phase of AAA). AAA System 110 also manages theaccounting process, ensuring that all bills go to the correct vehicleowner, the electric utility gets paid for the electricity that itsupplied, and the owner of utility interface 114 is credited with theelectricity that flowed through utility interface 114 to recharge thevehicular battery banks. There could also be revenue share models wherea facility owner could get a portion of the overall revenue forproviding physical access (i.e., an electrical plug-in location). AAASystem 110 is seen as a more central device, to be shared among a numberof electric utilities, although there is nothing from preventing eachutility having its own AAA System.

Multi-Utility Embodiment

FIG. 1 is, in reality, a multidimensional network in which N electricutilities are served by M Electric Grids with correspondingcommunication networks, as shown in FIG. 2.

Electric Grids 240, 250 shown in FIG. 2 represent the source of electricpower, as provided by multiple utility companies which serve a widegeographic area and provide electric power to a multitude of customersvia utility interfaces 281-285. The utility interfaces 281-285 serve tomeasure the energy consumption by the various outlet connected loads,such as Vehicles 291-295. These elements represent the existing, presentday electric power delivery infrastructure as described above. Electricpower traditionally flows from the Electric Grid 240, 250 to the utilityinterfaces 281-285 and thence to the customer's loads—Vehicles 291-295via plug 271-275-outlet 261-265 combinations, but power also can flow inthe reverse direction, from the vehicular battery banks of Vehicles291-295, through the utility interfaces 281-285 to the Electric Grids240, 250.

Communication Networks 220, 230 are the communication mediums whichenable the Vehicles 291-295 to communicate with Utility Service Center200 which, as noted above, implements the vehicle registration processvia Grid Home Location Register (GHLR) 260 and Grid Visitor LocationRegister (GVLR) 270. The Grid Home Location Register 260 and GridVisitor Location Register 270 are further connected to theAuthentication, Authorization, and Accounting System 280 (AAA System280). The communication mode for the Vehicles 291-295 can be wireless,wired, or via the Electric Grid, as previously discussed. For thepurpose of illustration, a wireless link to the Communication Networks220, 230 is used in this embodiment, although the other communicationmodes can be used.

Self-Identifying Power Source

FIG. 6 illustrates an embodiment of the present Self-Identifying PowerSource 116 for use in the E-Grid system. The Self-Identifying PowerSource 116 can be implemented in a variety of ways, and FIG. 6illustrates the components that can be used to produce and transmit aunique identification of the power source to a vehicle for energyconsumption credit and billing purposes. As noted above, it is a problemin the field of recharging systems for vehicles equipped withelectrically powered propulsion systems to bill the vehicle operator orthe financially responsible party for the energy consumption where theElectric Grid is used as the source of power to charge the vehicularbattery banks. Presently, each outlet (or jack or inductive powersource) that is served by a local utility company is connected to theElectric Grid by a utility meter which measures the energy consumptionof the loads that are connected to the outlet. The utility company billsthe owner of the premises at which the outlet is installed for the totalenergy consumption for a predetermined time interval, typically monthly.

The solution to this problem is to have the vehicle self-meter itsenergy consumption in recharging the vehicular battery banks and reportthe energy consumption to the utility company that serves the powersource to which the vehicle is connected. The utility company then canbill the vehicle owner and simultaneously credit the power source forthis consumption. In implementing this paradigm, the power sourceidentification can be implemented at various layers of the powerdistribution network. The outlet 111 to which the Vehicle 101 connectscan identify itself, the utility interface 114 (such as a utility meter)can identify itself, or the premises at which the outlet 111 and theutility interface 114 (in this example a meter 614) are installed andphysically located can be identified. All of these scenarios areeffective to enable the utility company to credit the owner of the powersource with the power consumed by Vehicle 101.

Power Source Identification—Outlet Level

A first implementation of the power source identification is at theoutlet level, where the self-identifying element comprises an electricaloutlet 111 having a housing into which are molded a plurality ofconductors that function to conduct the electricity from the electricmeter 614 (and associated circuit protection devices) to a plug 171 fromthe Vehicle 101 which is inserted into the outlet 111 of theSelf-Identifying Power Source 116. There are numerous outlet conductorconfigurations which are specified by regulatory agencies, such as theNational Electric Manufacturers Association (NEMA), for various voltagesand current capacities; and a typical implementation could be a 2-pole3-wire grounding outlet to reduce the possibility that the plug which isconnected to the vehicle would be inadvertently disconnected from theSelf-Identifying Power Source 116.

The Self-Identifying Outlet 610 of the Self-Identifying Power Source 116includes an outlet identification device 612 which transmits outletidentification data to the Vehicle 101. This outlet identification datarepresents a unique code which identifies this particularSelf-Identifying Outlet 610 of the Self-Identifying Power Source 116 inorder for the owner of the associated electric meter 614 to receivecredit for the energy consumption associated with the present vehiclebattery recharging process. This outlet identification data can betransmitted over the power conductors or can be transmitted wirelesslyto the vehicle by the outlet identification device 612, or mayconstitute an RFID solution where the vehicle reads the RFID codeembedded in RFID device 613 located in the Self-Identifying Outlet 610of the Self-Identifying Power Source 116. In addition to the uniqueidentification of the Self-Identifying Outlet 610 of theSelf-Identifying Power Source 116, the data can indicate the mode ofdata transmission appropriate for this locale. Thus, the vehicle may beinstructed via this locale data to wirelessly transmit the accumulatedenergy consumption data to a local premises server for accumulation andforwarding to the utility company, or wirelessly via a publicCommunication Network 150 directly to the utility company, or via thepower conductors 163 to a communications module associated with theelectric meter 614, or to the utility company 155 via the Electric Grid160.

In operation, every time a mating plug is inserted into the outlet 111of the Self-Identifying Power Source 116 or the Vehicle 101 “pings” theSelf-Identifying Outlet 610, the outlet identification device 612outputs the unique outlet identification data or RFID Device 613provides a passive identification read capability to enable the Vehicle101 to uniquely identify the Self-Identifying Outlet 610 of theSelf-Identifying Power Source 116.

In addition, a power switch 611 optionally can be provided to enable theutility company 155 to disable the provision of power to Vehicle 101pursuant to the authorization process described below. Switch 611 can beactivated via a power line communications session with the utilitycompany 155 via the Electric Grid 160. Alternatively, this switch couldbe “virtual” and located in the vehicle itself where the vehicle doesnot permit charging to occur even though the outlet 111 may be “hot” orhave power to it.

Power Source Identification—Electric Grid Interconnect Level

A second implementation of the power source identification is at theElectric Grid interconnect 620 level, where the self-identifying elementcomprises one or more identification devices associated with theelectric meter 614. Since each premises is equipped with an electricmeter 614 required by the utility company and one or more disconnectdevices 622 to serve one or more outlets 610, the identification of autility meter as the Electric Grid interconnect is sufficient data toenable the utility company to credit the premises owner with the powerconsumed by Vehicle 101. Since the Vehicle 101 self-meters, for billingpurposes it is irrelevant which outlet 111 serves to provide power tothe Vehicle 101. The energy consumption session, as described in moredetail below, is not dependent on the exact physical connection ofVehicle 101 to an outlet 111, but can be managed at the power gridinterconnection 620 level.

Thus, meter identification device 621 transmits meter identificationdata to the Vehicle 101. This meter identification data represents aunique code which identifies this particular electric meter 614 of theSelf-Identifying Power Source 116 in order for the owner of theassociated electric meter 614 to receive credit for the energyconsumption associated with the present vehicle battery rechargingprocess. This meter identification data can be transmitted over thepower conductors or can be transmitted wirelessly to the vehicle by themeter identification device 621, or may constitute an RFID solutionwhere the vehicle reads the RFID code embedded in RFID device 623located in the power grid interconnect 620 of the Self-Identifying PowerSource 116. In addition to the unique identification of the power gridinterconnect 620 of the Self-Identifying Power Source 116, the data canindicate the mode of data transmission appropriate for this locale.Thus, the vehicle may be instructed via this locale data to wirelesslytransmit the accumulated energy consumption data to a local premisesserver for accumulation and forwarding to the utility company, orwirelessly via a public Communication Network 150 directly to theutility company, or via the power conductors 163 to a communicationsmodule associated with the electric meter 614, or to the utility company155 via the Electric Grid 160.

Power Source Identification—Premises Level

The recharging process to include billing and crediting is notnecessarily dependent on meter 614 shown in FIG. 6. For example, a thirdembodiment involves an intelligent identification communicationarchitecture communicated via Power Line Carrier (PLC) communicationfrom Utility Company 155 to Electric Grid 160 which ultimately arrivesat each and every outlet in the universe of the Electric Grid 160. Thisintelligent Outlet ID is communicated directly to outlet 111 (not showndirectly on FIG. 6) wherein each outlet has a unique ID as identifiedand managed by the Utility 155. This Power Line Carrier ID communicationgoes directly from Utility Company 155 to Electric Grid 160 via UtilityInterface 114 to Vehicle 101 to PLC Communication Module 560 (shown inFIG. 5).

A fourth implementation of the power source identification is at thepremises level, where the self-identifying element comprises one or moreidentification devices (such as RFID device 633) associated with thephysical premises served by one or more power grid interconnects 620.Since a plurality of electric meters 614 can be used to serve aplurality of outlets 111 located at a physical premises, the granularityof identifying the owner of the premises is sufficient to implement theenergy consumption credit process as described herein. Thus, Vehicle 101can sense an RFID device 633 upon entry into the premises at which theoutlet 111 is located and use the RFID data, as described above, as theutility company customer identification, since Vehicle 101 self-metersits energy consumption.

Vehicle Infrastructure

FIG. 4 illustrates, in block diagram form, the Charging, Control, andCommunicator (CCC) module 410 installed in a vehicle; and FIG. 5illustrates, in block diagram form, a detailed block diagram of the CCCmodule 410. Vehicle 101 is equipped with an electrically poweredpropulsion system and vehicular battery banks 420 (or any such devicethat can store electrical energy). Presently, each outlet that is servedby a local utility company is connected to the Electric Grid 160 by autility meter 614 housed in Utility Interface 114 which measures theenergy consumption of the loads that are connected to the outlet. Theutility company bills the owner of the premises at which the outlet isinstalled for the total energy consumption for a predetermined timeinterval, typically monthly. Recharging a vehicle which is equipped withan electrically powered propulsion system results in the premises ownerbeing billed for the recharging and the vehicle owner not being billed.

The present paradigm is to place the “electric meter” in the vehicleitself to eliminate the need to modify the Electric Grid. As shown inFIG. 6, the present Self-Identifying Power Source 116 provides thevehicle's electric meter with a unique identification of the outlet 111to enable the vehicle to report both the vehicle's energy consumptionand the point at which the energy consumption occurred to the utilitycompany via the ubiquitous communications network. The consumption canbe reported for each instance of connection to the Electric Grid or theVehicle can “accumulate” the measure of each energy consumption session,then periodically transmit energy consumption information along with theassociated unique outlet identification data to the power company or athird party billing agency via the communication network. Alternatively,transmission of these signals to the power company via power lines is apossibility (Power Line Carrier). Another mode of billing is for thevehicle to be equipped with a usage credit accumulator which is debitedas power is consumed to charge the vehicle's battery. The creditaccumulator is replenished as needed at predetermined sites or viaWiFi/Cellular or via Power Line Carrier.

The Charging, Control, and Communicator (CCC) module 410 is shown inadditional detail in FIG. 5. The Vehicle 101 is equipped with either aninductive coupler (not shown) or a plug 171 to enable receipt ofelectric power from the Self-Identifying Power Source 116. Plug 171 isconstructed to have the proper number and configuration of conductors tomate with Self-Identifying Power Source 116 in well-known fashion. Theseconductors are connected to meter 570 which measures the energyconsumption of the circuitry contained in Charging, Control, andCommunicator module 410. The principal load is converter module 550which converts the electric voltage which appears on the conductors ofplug 171 into current which is applied to battery assembly 420 therebyto charge battery assembly 420 in well-known fashion. The Processor 580could call for a quick charge at a higher amperage, provided the Utilitypermits it; or the Processor 580 could call for a “trickle charge” overa number of hours. Processor 580 regulates the operation of chargingmodule to controllably enable the charging of the battery assembly 420(or such device that can store electrical energy) and to providecommunications with the Utility Service Center 100. In particular, theprocessor 580 receives the unique identification data fromSelf-Identifying Power Source 116 once the plug 171 is engaged inSelf-Identifying Power Source 116, or via wireless means such as usingRFID without an actual physical connection as previously discussed, andthen initiates a communication session with Utility Service Center 100to execute the AAA process as described herein. The communications withthe Utility Service Center 100 can be in the wireless mode via antenna430, or a wired connection 520, or via the conductors of the plug 171.An RFID reader 575 is provided to scan RFID devices associated with theoutlet/electric meter/premises to which Vehicle 101 is sited to rechargebattery assembly 420 as described herein. Finally, the ID communicationcan also be via PLC across the grid from the Utility wherein the Utilityhas, through its vast PLC network overlaid on its Electric Grid, createda unique ID for each Outlet, where a given ID is communicated from plug171 to PLC Communication Module 560. Given the grid is also acommunication network with intelligence means any given outlet can haveits ID dynamically modified per operational requirements of the Utility.

In addition, processor 580 is responsive to data transmitted from theUtility Service Center 100 to either activate or disable the convertermodule 550 as a function of the results of the AAA process. Once thecharging process is completed, the processor 580 reads the data createdby meter 570 and initiates a communication session via communicationsmodule 540 with the Utility Service Center 100 to report the identity ofVehicle 101, the energy consumption in the present recharging session,and the associated unique identification of Self-Identifying PowerSource 116 thereby to enable the utility company to credit the owner ofSelf-Identifying Power Source 116 and also bill the vehicle owner.

Load Management Process

The Utility can effect load management by permitting the current flowingthrough plug 171 as controlled by processor 580 which is incommunication with Utility Service Center 100 to be at a specifiedlevel, or it can be terminated for given periods of time when peak loadconditions are occurring on the grid, say due to a heat wave where airconditioners are all on maximum.

Energy Consumption Billing Process

FIG. 3 illustrates, in flow diagram form, the operation of the billingsystem for the E-Grid system; and FIG. 7 illustrates, in block diagramform, the communications interconnections in use in the E-Grid network.For example, Vehicle 101 at step 300 plugs into outlet 111 ofSelf-Identifying Power Source 116 and, at step 310, receives theSelf-Identifying Power Source 116 identification information asdescribed above, such as via an RFID link. At step 320, processor 580accesses Communication Network 150 (or Power Line Carrier and ElectricGrid 160) to communicate with Utility Service Center 100 and register onGrid Home Location Register 120 (or Grid Visitor Location Register 130).Vehicle 101 either is denied service at step 331 by Utility ServiceCenter 100 due to a lack or credit, or lack of verification of identity,or gets authorization at step 330 from AAA System 110 to recharge thevehicle batteries 420. As a part of the communication process, processor580 communicates all of the “Utility Centric” data it derived when itplugged into the Self-Identifying Power Source 116 as described above(utility name, location of charging outlet, and so on). As one means formanaging possible charging fraud, the location of the charging jackcould be cross-correlated with a GPS location (where a GPS module couldbe inserted into CCC Module 410 (not shown for clarity).

An electrical power meter 570 inside Vehicle 101 measures the amount ofenergy being consumed at step 350. When the plug 171 is pulled at step360, and charging is complete, the meter in Vehicle 101 initiates acommunication session via communication module 540 with the UtilityService Center 100 to report the identity of Vehicle 101, the energyconsumption in the present recharging session, and the associated uniqueidentification of Self-Identifying Power Source 116 thereby to enablethe utility company to credit the owner of Self-Identifying Power Source116 and also bill the vehicle owner. In addition, the vehicle owner canbe charged for the energy consumption via their home account at step370, or via a roamer agreement at step 380, or via a credit card at step390. At this point, if there were a property owner revenue share, thiswould also be recorded as a credit to that given property owner, and allbilling is posted to the proper accounts at step 395. In addition, atstep 360, the Utility Service Center 100 compiles the collected loaddata and transmits it to the local utility (155 on FIG. 1 and 233, 234on FIG. 2) to enable the local utility at step 340 to implement loadcontrol as described below.

A Simplified Communications Block Diagram—FIG. 7

In order to remove some of the architecture complexity, and to clearlydescribe the core invention in a slightly different manner, a minimalistfigure (FIG. 7) was created to show the key building blocks of theE-grid system communication architecture. There are two keyarchitectural elements that enable the preferred embodiment describedherein: (1) the placement of the meter measuring the power consumptionduring the charging sequence into the vehicle itself; and (2) theaddition of the Utility Service Center 100 to manage Authentication,Authorization, and Accounting, where Utility Service Center 100 enablesany electrical outlet to be available for charging and enables anyutility to be a “member” of the “E-grid” system. As shown in FIG. 7, abidirectional communication network is created between the CCC(Charging, Control, and Communicator) Module 410 via CommunicationsNetwork 150 and/or via Power Line Carrier via Electric Grid 160 to theUtility Service Center 100. Within the CCC Module 410 is a meter 570that measures the power consumed during a charging cycle, and itcommunicates the amount of energy consumed via CCC Module 410 to antenna430 via Communications Network 150 or Plug 171 via Electric Grid 160ultimately to Utility Service Center 100. CCC Module 410 also receivesthe Self-Identifying Power Source 116 identification of the outlet 111via RFID 613 and RFID Reader 575. The pairing of the unique Outlet IDwith the energy consumed and measured by the vehicle are transmitted tothe Utility Service Center 100 and enable billing of the owner of thevehicle (or account holder for the vehicle), crediting of the owner ofthe physical plug (jack) where the power was taken from, and correctpayment to the utility that supplied the energy.

Sub-Network Load Manager For Use In Recharging

FIG. 8 illustrates, in block diagram form, the architecture of a typicalE-Grid application of the E-Grid Sub-Network Load Manager 803, where anelectric utility meter 801 and its associated main service disconnect802 serve a plurality of circuit breakers 811-81 n, each of which servesa plurality of the Self-Identifying Power Sources (such asSelf-Identifying Outlets 821-82 k); and FIGS. 9A and 9B illustrate, inflow diagram form, the operation of the E-Grid Sub-Network Load Manager803.

As shown in FIG. 8, a single electric utility meter 801 and itsassociated service disconnect 802 serve a plurality of circuit breakers811-81 n, where each disconnect or circuit breaker (such as 811) servesa plurality of Outlets (821-82 k). The E-Grid Sub-Network Load Manager803 typically is associated with the electric utility meter 801 and itsassociated service disconnect 802 and serves to regulate the loadpresented by the vehicles connected to the plurality of Outlets servedby the electric meter 801 and its associated service disconnect 802.

As noted above, the Self-Identifying Outlet 821 at step 901 transmitsits unique identification data to the vehicle 831 in order to enable thevehicle 831 to associate the power consumption as metered by the vehicle831 with the Self-Identifying Outlet 821, as described above. The E-GridSub-Network Load Manager 803 at step 902 in FIG. 9 is responsive to theconnection of a vehicle 831 to outlet 821 of circuit breaker 811 toestablish a communication session between vehicle 831 and E-GridSub-Network Load Manager 803, typically via Power Line Communications.The communication session typically is brief and represents the exchangeof basic information, such as transmitting the identification of theSelf-Identifying Outlet 821 by the vehicle 831 to the E-Grid Sub-NetworkLoad Manager 803 at step 903, as well as the vehicle 831 transmittingits load characteristics at step 904 to the E-Grid Sub-Network LoadManager 803. The load characteristics consist of the amount of energyrequired by the vehicle 831 to achieve a complete charge, as well asoptionally the charging characteristics of vehicle 831 (currentcapacity, type of charger, etc.), the estimated time that the vehiclewill be connected to the Self-Identifying Outlet 821, the class ofrecharge service subscribed to by vehicle 831, and the like.

At step 905, the E-Grid Sub-Network Load Manager 803 computes the loadpresented by all of the Self-Identifying Outlets 821-82 k served by thecircuit breaker 811 as well as the load presented by all of the circuitbreakers 811-81 n to service disconnect 802 at step 906. If the load isdetermined at step 907 to be within the service capacity of the circuitbreaker 811 and service disconnect 802, at step 908 the vehicle 831 issupplied with the power corresponding to the load presented by vehicle831. If the load presented by vehicle 831, when combined with the loadspresented by other vehicles served by service disconnect 802, isdetermined at step 907 to exceed the current carrying capacity ofcircuit breaker 811 or the current carrying capacity of servicedisconnect 802, the E-Grid Sub-Network Load Manager 803 reviews theaccumulated data relating to the loads presented by the various vehiclesserved by service disconnect 802.

This vehicle load data, as noted above, can be used at step 909 toidentify criteria which can be used to modulate the load presented tothe circuit breakers 811-81 n and service disconnect 802. In particular,the load management algorithms used by E-Grid Sub-Network Load Manager803 can be hierarchical in nature, such that a sequence of loadmanagement processes (stored in E-Grid Sub-Network Load Manager 803) canbe successively activated to identify vehicles which can receive lessthan the full component of power to recharge their batteries, or analgorithm can be selected to cycle through the vehicles served byservice disconnect 802 to maintain a power delivery level commensuratewith the power handling capacity of the circuit breakers 811-81 n andservice disconnect 802.

For example, at step 910, E-Grid Sub-Network Load Manager 803, inresponse to the received load data, selects at least one algorithm tomanage the load. The selection can be based upon historical data whichindicates a typical or historical pattern of loads presented at thislocale over time for this day of the week or day of the year. Thepresent load can be compared to this typical or historical data toanticipate what loads can be expected in the immediate future, whichcomparison information can assist in the present decisions relating toload control. FIG. 9B illustrates a typical plurality of algorithmswhich can be used by E-Grid Sub-Network Load Manager 803. At step 911, afirst E-Grid Sub-Network Load Manager 803 load management process queuesthe requests from the vehicles and serves each request in sequence untilsatisfaction. At step 912, a second E-Grid Sub-Network Load Manager 803load management process queues the requests and cycles through therequests, partially serving each request, then proceeding to the nextuntil the cyclic partial charging service has satisfied all of therequests. At step 913, a third E-Grid Sub-Network Load Manager 803 loadmanagement process orders the requests pursuant to a percentage ofrecharge required measurement, then proceeds to one of the above-notedservice routines: serving each request in order to completion or cyclingthrough the requests using a partial completion paradigm. At step 914, afourth E-Grid Sub-Network Load Manager 803 load management processorders the requests on an estimated connection time metric, thenproceeds to one of the above-noted service routines: serving eachrequest in order to completion or cycling through the requests using apartial completion paradigm. At step 915, a fifth E-Grid Sub-NetworkLoad Manager 803 load management process orders the requests on apredetermined level of service basis, then proceeds to one of theabove-noted service routines: serving each request in order tocompletion or cycling through the requests using a partial completionparadigm. Finally, an intra-vehicle load management process (asdescribed below) can be used to distribute power among a plurality ofvehicles. Additional load management processes can be used, and theselisted processes are simply presented for the purpose of illustration.

These load management processes can be implemented on a per circuitbreaker, sub-network basis or can be implemented for the entirety of theSelf-Identifying Outlets served by the service disconnect 802. Inaddition, the E-Grid Sub-Network Load Manager 803 can select differentprocesses for each circuit breaker sub-network and also can alter theload management process activated as new vehicles are either connectedto Self-Identifying Outlets or depart from Self-Identifying Outlets orthe various vehicles connected to Self-Identifying Outlets arerecharged. Thus, the load management process implemented by the E-GridSub-Network Load Manager 803 is dynamic and varies in response to theload presented by the vehicles which are served.

The E-Grid Sub-Network Load Manager 803 typically implements control ofthe recharging of the vehicles by transmitting, at step 921, controldata to the vehicle 831 and/or other vehicles served by servicedisconnect 802, which control data is used by processor 580 in vehicle831 to either activate the vehicle's converter module 550 or disable thevehicle's converter module 550. As the batteries in the vehicle 831 arerecharged, the processor 580 dynamically determines the present state ofrecharge and can transmit data at step 922 to E-Grid Sub-Network LoadManager 803 to signal the completion of the recharge of the vehicle'sbatteries or provide a periodic recharge status report. At thisjuncture, E-Grid Sub-Network Load Manager 803 uses this data at theabove-described step 905 to compute the action required to continue tomanage the delivery of power to the plurality of vehicles served byservice disconnect 802. In particular, the E-Grid Sub-Network LoadManager 803 receives load update data from the vehicles as each vehicleis recharged and/or on a periodic update basis thereby to enable theE-Grid Sub-Network Load Manager 803 to manage the loads presented by thevehicles on a dynamic basis. The updated load data received from avehicle optionally can be compared to the last load data from thisvehicle used in computing load management. Thus, the original load datamay be the baseline, or the last used updated load data may be thebaseline. When the change in value between the baseline and thepresently received updated load data exceeds a threshold, the updatedload data then is used in the load management process described above.This optional threshold step can serve to reduce the load managementcomputation iterations.

Intra-Vehicle Power Exchange Management

Another load management process is the intra-vehicle power exchangemanagement process 916, noted above, where power is drawn from thealready charged (or partially charged) batteries of a vehicle and usedto recharge the batteries of another vehicle served by servicedisconnect 802. As an example, the load presented by all of the vehiclesconnected to the Self-Identifying Outlets served by service disconnect802 or served by one or more circuit breakers (such as circuit breaker811) can exceed the present capacity of the system to recharge thesevehicles. If one or more of these vehicles are fully recharged orsubstantially recharged, power can flow from the batteries of thesevehicles to the batteries of vehicles whose batteries have a remainingcharge below some predetermined minimum threshold. This intra-vehiclepower exchange process continues until the overall load on the E-Gridsystem drops to a level which enables the E-Grid system to serve therequests or when these vehicles are recharged to a predetermined level,where they can be queued up for regular service in due course. Thus, theintra-vehicle power exchange process can be an interim solution toensure that all of the vehicles served by the service disconnect 802 arequickly recharged to some acceptable minimum level, then the standardrecharging process is activated.

The intra-vehicle power exchange is illustrated, in flow diagram form,in FIG. 10, where, at step 1001, the E-Grid Sub-Network Load Manager 803selects the load management process 916 for application to a pluralityof the Self-Identifying Outlets 821-82 k, such as those served bycircuit breaker 811. At step 1002, the E-Grid Sub-Network Load Manager803 transmits control data to selected ones of the vehicles 831, 832 toactivate their processors 580 at step 1003 to switch the convertermodules 550 from the battery charging mode to the DC-to-AC convertermode, where the power stored in the associated vehicle batteries is usedto generate line voltage, which is applied by the converter modules 550to the conductors which emanate from circuit breaker 811 to eachSelf-Identifying Outlet 821-82 k served by circuit breaker 811.Alternatively, a DC delivery mode can be implemented at step 1004 wherethe Self-Identifying Outlets include DC conductors where the vehicle'sconverter module need not generate line voltage, but the DC voltage ofthe vehicle's batteries can be directly applied to the DC conductors ofthe associated Self-Identifying Outlet for use by the vehicle 83 krequiring an immediate recharge.

At step 1005, the vehicle 83 k which requires the immediate rechargereceives the line voltage generated by the other vehicles 831, 832 andrecharges its batteries via the operation of its converter module 550.As this vehicle 83 k recharges its batteries and the other vehicles 831,832 have their batteries drained, data is transmitted from each vehicleat step 1006 to the E-Grid Sub-Network Load Manager 803 to enable theE-Grid Sub-Network Load Manager 803 to re-compute the need for the powerexchange process at step 1007 to ensure that the vehicles 831, 832 whichare supplying the power do not drain their batteries below an acceptablelevel. As this process progresses, the E-Grid Sub-Network Load Manager803 can at step 1008 transmit control data to a vehicle, such as vehicle832, to cause that vehicle to cease its participation of the powerexchange process. Furthermore, at step 1009, the E-Grid Sub-Network LoadManager 803 can terminate the power exchange process 916 and returnvehicles 831, 832, 83 k to the routine recharge process as implementedby one or more of the load management processes 911-915.

Centralized Load Management

The Utility Service Center 100 is the origination point for aNetwork-Wide Load Management situation, in which Vehicles 101 and 102 ofFIG. 1 (or Vehicles 291-295 of FIG. 2) can be controlled to temporarilystop charging, where they are either not served by an E-Grid Sub-NetworkLoad Manager 803, or the Utility Service Center elects to override theoperation of the E-Grid Sub-Network Load Manager 803. There is a mappingalgorithm that maps the geographic position of the charging device (viaGPS) or via the Grid Identifier passed along by the Vehicle. The Utilityknows that Vehicles 101 and 102, for example, are in a region that isexperiencing very heavy electrical demand. So, to help manage thedemand, the Utility Company 155, via Communication Network 150 (or viaPLC across Electric Grid 160 to Utility Interface 114) sends a commandto Vehicles 101, 102 to temporarily stop charging (or until demand islighter to re-initiate the charging sequence). In addition, the vehiclescould be instructed to continue their charging sequence but charge at alower level, or a given vehicle could ask for permission to charge at avery high rate to reduce the charge time.

Using The Stored Energy In The Vehicle Batteries As A Peaking Source OfPower For The Utility

As shown in FIG. 1, Vehicles 101, 102 are able to charge from theElectric Grid 160 via conductors 163, and are also able to “push” energyback to the Electric Grid 160 via conductors 163. Similarly, in FIG. 2,Vehicles 291-295 are able to charge from the Electric Grids 240, 250 viaconductors 271-275, and are able to “push” energy back to the ElectricGrids 240, 250 via conductors 271-275. This “pushing” of energy from thevehicles' energy storage systems, whether they are batteries or someother form of energy storage device, permits the utilities to managepeak loads on the network by using the collective energy of all of thevehicles then connected to the E-Grid as “peakers”; and it woulddiminish the need for utilities to build “Peaking Power Plants”, whichare very expensive to build and very expensive to operate, to handle theinfrequent times when they need more energy to be supplied to the gridto prevent brownouts and blackouts.

SUMMARY

The present Self-Identifying Power Source For Use In Recharging VehiclesEquipped With Electrically Powered Propulsion Systems provides a uniqueidentification of an outlet to a vehicle which is connected to theoutlet to enable the vehicle to report the vehicle's power consumptionto the utility company to enable the utility company to bill the vehicleowner and credit the outlet owner for the power consumed by therecharging of the vehicular battery banks.

1. A system for controllably providing power to recharge a plurality ofvehicles, each of which includes a propulsion system powered, at leastin part, by electric power, at least some of which is stored onboard thevehicle in an electric power storage apparatus, comprising: an ElectricGrid Interconnect which is connected to a source of electric power forproviding electric power to electric power storage apparatus which islocated in each of a plurality of vehicles; a plurality of electricoutlets, each of which is connected to said Electric Grid Interconnectvia a conductive path and to a corresponding one of said plurality ofvehicles, to enable a flow of electric power from said source ofelectric power to said electric power storage apparatus located in saidone vehicle; an electric outlet identification, which uniquelyidentifies said electric outlet to said vehicle when said vehicle isconnected to said electric outlet; and a load manager, responsive toreceipt of said electric outlet identification and electric power loaddata from said vehicles, for regulating a power load presented to theElectric Grid Interconnect by the plurality of vehicles, comprising: aload calculator, responsive to receipt of said electric outletidentification and electric power load data from said vehicles, fordetermining a present electric power load served by each of saidelectric outlets, a vehicle load management process selector, responsiveto said determined present electric power load served by each of saidelectric outlets, for selecting at least one load management process toregulate the electric power load presented by at least one vehicleconnected to said at least one outlet; and a power converter module,located in said vehicle, to control said electric power load presentedby said vehicle to said electric outlet in response to control signalsreceived from said vehicle load management process selector.
 2. Thesystem for controllably providing power to recharge a plurality ofvehicles of claim 1 wherein said Electric Grid Interconnect comprises: aplurality of circuit breakers, each of which interconnects at least oneof said electric outlets to said source of electric power, forregulating delivery of electric power from said source of electric powerto said at least one electric outlet.
 3. The system for controllablyproviding power to recharge a plurality of vehicles of claim 2 whereinsaid load manager comprises: load calculator, responsive to receipt ofsaid electric outlet identification and electric power load data fromsaid vehicles, for determining a present electric power load served byeach of said circuit breakers.
 4. The system for controllably providingpower to recharge vehicles which utilize electric power of claim 3wherein said load manager further comprises: circuit breaker loadmanagement process selector, responsive to said determined presentelectric power load served by each of said circuit breakers, forselecting at least one load management process to regulate the electricpower load presented by at least one vehicle connected to said at leastone outlet connected to said circuit breakers.
 5. The system forcontrollably providing power to recharge a plurality of vehicles ofclaim 4, further comprising: power switch to controllably enable a flowof electric power from said circuit breakers to said connected electricpower storage apparatus located in said one vehicle via said conductivepath.
 6. The system for controllably providing power to recharge aplurality of vehicles of claim 4, further comprising: power convertermodule, located in said vehicle, to control said electric power loadpresented to said electric outlet.
 7. The system for controllablyproviding power to recharge a plurality of vehicles of claim 6 whereinsaid circuit breaker load management process selector signals said powerconverter module in said selected vehicle to control the amount ofelectric power that said power converter module draws from saidconductive path.
 8. The system for controllably providing power torecharge a plurality of vehicles of claim 1 wherein said load managercomprises: load calculator, responsive to receipt of said electricoutlet identification and electric power load data from said vehicles,for determining a present electric power load served by said ElectricGrid Interconnect.
 9. The system for controllably providing power torecharge vehicles which utilize electric power of claim 8 wherein saidload manager further comprises: Electric Grid Interconnect loadmanagement process selector, responsive to said determined presentelectric power load served by said Electric Grid Interconnect, forselecting at least one load management process to regulate the electricpower load presented by at least one vehicle connected to said at leastone outlet connected to said Electric Grid Interconnect.
 10. The systemfor controllably providing power to recharge a plurality of vehicles ofclaim 9, further comprising: power switch to controllably enable a flowof electric power from said Electric Grid Interconnect to said connectedelectric power storage apparatus located in said one vehicle via saidconductive path.
 11. The system for controllably providing power torecharge a plurality of vehicles of claim 9, further comprising: powerconverter module, located in said vehicle, to control said electricpower load presented to said electric outlet.
 12. The system forcontrollably providing power to recharge a plurality of vehicles ofclaim 11 wherein said Electric Grid Interconnect load management processselector signals said power converter module in said selected vehicle tocontrol the amount of electric power that said power converter moduledraws from said conductive path.
 13. A method for controllably providingpower to recharge a plurality of vehicles, each of which includes apropulsion system powered, at least in part, by electric power, at leastsome of which is stored onboard the vehicle in an electric power storageapparatus, comprising: providing, via an Electric Grid Interconnectwhich is connected to a source of electric power, electric power toelectric power storage apparatus which is located in each of a pluralityof vehicles; enabling, via a plurality of electric outlets, each ofwhich is connected to said Electric Grid Interconnect via a conductivepath and to a corresponding one of said plurality of vehicles, a flow ofelectric power from said source of electric power to said electric powerstorage apparatus located in said one vehicle; uniquely identifying anelectric outlet to said vehicle when said vehicle is connected to saidelectric outlet; and enabling a load manager, in response to receipt ofsaid electric outlet identification and electric power load data fromsaid vehicles, to regulate a power load presented to the Electric GridInterconnect by the plurality of vehicles, comprising: determining, inresponse to receipt of said electric outlet identification and electricpower load data from said vehicles, a present electric power load servedby each of said electric outlets, selecting, in response to saiddetermined present electric power load served by each of said electricoutlets, at least one load management process to regulate the electricpower load presented by at least one vehicle connected to said at leastone outlet; and controlling a power converter module, located in saidvehicle, to control said electric power load presented by said vehicleto said electric outlet in response to control signals received fromsaid vehicle load management process selector.
 14. The method forcontrollably providing power to recharge a plurality of vehicles ofclaim 13 wherein said step of providing comprises: regulating aplurality of circuit breakers, each of which interconnects at least oneof said electric outlets to said source of electric power, to deliverelectric power from said source of electric power to said at least oneelectric outlet.
 15. The method for controllably providing power torecharge a plurality of vehicles of claim 14 wherein said step ofenabling a load manager comprises: determining, in response to receiptof said electric outlet identification and electric power load data fromsaid vehicles, a present electric power load served by each of saidcircuit breakers.
 16. The method for controllably providing power torecharge vehicles which utilize electric power of claim 15 wherein saidstep of enabling a load manager further comprises: selecting, inresponse to said determined present electric power load served by eachof said circuit breakers, at least one load management process toregulate the electric power load presented by at least one vehicleconnected to said at least one outlet connected to said circuitbreakers.
 17. The method for controllably providing power to recharge aplurality of vehicles of claim 16, further comprising: controllablyenabling a flow of electric power from said circuit breakers to saidconnected electric power storage apparatus located in said one vehiclevia said conductive path.
 18. The method for controllably providingpower to recharge a plurality of vehicles of claim 16, furthercomprising: controlling a power converter module, located in saidvehicle, to control said electric power load presented to said electricoutlet.
 19. The method for controllably providing power to recharge aplurality of vehicles of claim 18 wherein said step of controllingsignals said power converter module in said selected vehicle to controlthe amount of electric power that said power converter module draws fromsaid conductive path.
 20. The method for controllably providing power torecharge a plurality of vehicles of claim 13 wherein said step ofenabling a load manager comprises: determining, in response to receiptof said electric outlet identification and electric power load data fromsaid vehicles, a present electric power load served by said ElectricGrid Interconnect.
 21. The method for controllably providing power torecharge vehicles which utilize electric power of claim 19 wherein saidstep of enabling a load manager further comprises: selecting, inresponse to said determined present electric power load served by saidElectric Grid Interconnect, at least one load management process toregulate the electric power load presented by at least one vehicleconnected to said at least one outlet connected to said Electric GridInterconnect.
 22. The method for controllably providing power torecharge a plurality of vehicles of claim 20, further comprising:controllably enabling a flow of electric power from said Electric GridInterconnect to said connected electric power storage apparatus locatedin said one vehicle via said conductive path.
 23. The method forcontrollably providing power to recharge a plurality of vehicles ofclaim 20, further comprising: controlling a power converter module,located in said vehicle, to control said electric power load presentedto said electric outlet.
 24. The method for controllably providing powerto recharge a plurality of vehicles of claim 23 wherein said step ofcontrollably enabling signals said power converter module in saidselected vehicle to control the amount of electric power that said powerconverter module draws from said conductive path.